Railway draft rigging



Patented Apr. 14, 1931 UNITED STATES PATENT OFFICE mm J'. LOUNBBUBY, OIE?` GLEN ELLYN, ILLINOIS, ASSIGNOR TO W. H. MER, INC.,

OI' CHICAGO, ILLINOIS, A CORPORATION OIE' DELAWARE RAILWAY DRAFT BIGGIING Application med February 13, 1928. Serial No. 253,877.

This invention relates to improvements in railway draft riggings.

As is well known to those skilled in the art,

there is a constantly increasing demand for a draft gears capable of absorbing greater shocks than is now possible with draft gears having the usual 2% buff and draft stroke, this increased demand being due to. gradually increased service conditions arising from le heavier cars, greaterrcar loads, and longer trains.

An object of my invention kis to provide a draft rigging capable of absorbing unusually heavy shocks, particularly in buff and without i3 any undue increase in the ultimate pressures delivered to the underframe of the car.

More specifically, an object of m invention is to provide a draft rig ing W erein a lon buff movement is obtaine for absorbing @o thegheavy buff shocks in a raduated manner and wherein ample shock a sorbing capacity under draft is also provided, but without increase in train slack.

A further specific object of the invention is to provide a draft rigging of the character above indicated, wherein novel means are employed to serve as the front stop acting elements of the rigging and which means permit of a long buff compression stroke without increase of the draft stroke over the normal amount now permitted.

Other objects of the invention will more clearly appear from the description and claims hereinafter following.

In the drawing forming a part of this specification, Fig. 1 is a vertical, longitudinal, sectional view of a portion of a railway car showing my improvements in connection therewith. And Fig. 2 is a horizontal, sectional view corresponding substantially to vthe section line 2-2 of Fig. 1.

In said drawing, -10 indicate the usual channel draft sills of a railway car which, as shown, are parts of the usual center sills extending from end to end of the car. Said draft sills are rigidly associated with a bolster 11, the latter having a central filler cast- 1n 12, the front wall 13 of which provides a hack stop for the shock absorbing device. 50 At their ends, the draft sills are united to an end sill 14 and the opening in which the coupler is received is reinforced by a suitable casting 15. A carry iron 16 is employed to sustain the coupler and novel yoke member. hereinafter described, and the yoke member and shock absorbing device are further supported by a saddle plate 117 and another plate hereinafter described and which has an additional function.

As shown, the draft rigging comprises the usual standard coupler A; a novel yoke member B; a friction shock absorbing device C; upper and lower combined tie and stop plates D and E; and front stop acting keys F-F. The yoke member B and coupler A are connected bythe usual coupler key 17, the ends of which project through elongated slots 18 provided in reinforcing castings 19 secured to the sills 10.

The friction shock absorbing device C may be of any suitable or desired type provided it has a long compression stroke, the particular embodiment shown being intended to have a compression stroke of ap roximately 5 or `6. As shown, the shock) absorbing device C comprises a 'combined friction shell and spring cage 20 having an integral rear wall 21, which abuts the stop wall 13 of the bolster center filler. The friction shell proper is at the o en forward end of the casting 20, the same aving liners 22 with which cooperate wedge friction shoes 23 and with the latter cooperate an inner wed e 24 and an outer pressure-transmitting we ge 25. With in the shell part of the casting 20 are disposed two spring units 26 and 27 with an interposed transversely extending follower 28, the latter passing through slots 29-29 in the side walls of the casting 20.

The yoke member B is of elongated tubular formation having top and bottom walls 30 and 31 and straight side walls 3232. The top wall extends horizontally for a distance at the outer end, then slopes upwardly asindicated at 130, and thence extends horizontally to the rear end of the yoke member as indicated at 230. The bottom wall 31 extends horizontally for a short distance thence is irlclined downwardly as indicated at 131 and for the remaining length of the yoke member 100 provideA a horizontal shelf or support for the i 35 shank of the coupler A. At each side, the

parts 31 and 131 are united to vertically de- Wpending webs 33-which are extended downfiwardly as to supply support flanges or 7 ribs riding on the carry iron 16. At its front lo end, the yoke member B is flanged on all 25 are provided by the 30 flanges four edges, as indicated at 344-34, the uppermost portion of the fia-n e 34 preferably a utting the usual horn oft e coupler. The side walls 32 are slotted as indicated at 35 for the passage of the ends of the follower 28, as best shown in Fig. 2. The cross section of the rear main portion of the yoke member B will be such as to relatively snugl receive the friction device C, the shell of t e latter having suitable enlargements 36-36 near its j inner end to sustain the shellin proper alinement as will be obvious from an inspection of Fig. 1. Y

The front stop means of the draft gear keys F. Th'e'plate Vextends from the top of one draft sill tothe other and is bolted or otherwise rigidly secured thereto. Similarly, the plate E is bolted to the lower of the draft sills 10 so that said plate E maybe detached when desired. The plates D and E are -provided with elongated slots 37 through which are entered the vertically extending ke revent the same from falling through. Pre erabl the plates D and E will be reinforced aroundy the slots 37 by reinforcing anges 38-38. Similiarly,

the top and bottom walls of the yoke member 40 B are provided with elongated slots 39e-39 in alinement with the slots 37 for the reception of said keys F and to permit the latterto have longitudinal movement therein in a draft action, it being observed that the keys 4g;k F are normally at the outer ends of the slots 37 and 39.

The pressure-transmitting wedge of the friction device is provided at its front end f with a follower ange section 40 of sufficient 50.width to engage the inner vertical edges of the keys F--F so that, in a draft action, the wedge 25 is held stationary against the keys. It will further be noted that the shank of the coupler A is movable between the keys F 5 and that the latter are extended within the yoke member B'. Also, preferabl the coupler key 17 normally engages the eys F-F. Referring more particularly to Fig. 2, it will be noted that the reinforcing castings 0l 19 are provided at their rear ends with a set of front stop shoulders 41--41 and with shelves or ledges 42-42 near the bottom thereof. Adjacent the rear ends of the reinforcing castings 19 are supplemental stop t castings 43 also preferably having a shelf .or

' lates D and E and thev ys F-F, the latter being headed. 35 at their u per ends so as to ledge 45. ledges 42 and 45 are separated sufficiently to grmit the insertion vertically of the follower The slots 29 in the friction shell 20 are s0 disposed that the follower 28 is normally at the front ends thereof and in engagement with the corresponding adjacent portions of the shell casting. The slots 35 in the yoke member Bare so located that the follower 28 is normally at the rear end thereof and in engagement with the corresponding adjacent ortions of the oke member and, further, the ollower 28 wi l normally occu y a position midwa between the stop shoul ers 41 and 44. ln a uff action, the butt end of the coupler A directly engages the pressure-transmit- It will be seen that the shelves or l ting wedge 25 and thereby actuates the fric? f tion shock absorbing device, which is held against rearward movement b y the bolster center filler casting. During this buff action, the follower 28 will float and the two spring units 26 and 27 will function as a single lon spring. The buff action will continue until the flange section 40 of the wedge 25 engages the outer end of the shell 20, at which time the follower 28 will also preferably engage the rear set of stop shoulders 44, it being observed in this connection that the follower 28 will only have approximately one-half the travel of t e wedge 25,. During the shell of.l

this buff action the keys F will slide rearwardly in ithe s ots 37 rof the fixed plates D and E. The stroke inbuii` will of course equal the full compression stroke of the friction shock absorbln device which', as heretofore indicated, will preferably be about 5 or 6 whereby torabsorb with an easy action exceedingly heavy blows. In draft, the coupler A will move theyoke member B forwardly through the coupler key 17 and in unison therewith. During the draft action, f

the wedge 25 willbe held by the then stationary keys F and the friction action will be set up by the yoke member B pulling the follower 28 forwardly, the latter in turn pullin the shell 20 forwardly. The'limit of dra t action'will occur when the follower 28 engages the front set of stop shoulders 41. and preferably, the key 17 will be simultaneous y limited in its draft movement by engaging with the front ends of the castings in which the slots 18 are provided. As will be evident, this draftv action is very much less than the buff action and, preferabl will be limited to about 2% so as to avoi undesirable train c the axis of the Afriction shock absorbing device and in fact theentire assembly of coupler,(yoke member B and shock absorbing device must always necessarily have the parts thereof maintained in alinement. way, undesirable drooping of the coupler or tilting or cooking thereof and conse uent application of an eccentric load to t e shock absorbing device is avoided. The side walls 32 of the yoke member B are suiiciently separated to allow of such limited amount of lateral motion of thecoupler as is necessary in service conditions, it being evident that the rear or butt end of the coupler shank is confined by the keys FF.

I claim:

1. In a draft rigging, the combination with draft sills, shock absorbing device and yoke member within which said device is disposed; of front stop acting means for said device which include supports secured to the sills and vkeys entirely clearing the sills mounted in said supports and having shouldered engagement therewith to limit their movement, said keys passing through said yoke member and the latter being movable with respect thereto.

2. In a draft rigging, the combination with draft sills, shock absorbing device and yoke memberv within which said device is disposed; of front stop means including a pair of laterally spaced keys movable supported by said sills and extending through said yoke member, the latter being slotted to accommodate said keys, said keys engaging an element of the shock absorbing device, and abutment means on the sills limiting outward movement of the keys.

3. In a draft rigging, the combination with draft sills, a shock absorbing device, a yoke member, andV a coupler having the shank thereof connected to the yoke member; of upper and lower slotted plates secured to said sills: and stop acting keys at opposite sides of the coupler shank and engaging an element of the shock absorbing device, said keys extending through the slots of said plates and throughvsaid yoke member, the latter being slotted to permit relative movement between said keys and member.

'4. In a draft rigging, the combination with draft sills, a. shock absorbing device, and a yoke member having top, bottom' and side walls; of upper and lower slotted plates secured to said sills; and stop acting keys extending through said plates and through said yoke member, the top and bottom walls of the latter being slotted to permit relative movement between said keys and member, said keys extending vertically and being spaced to receive the butt of a coupler therebetween, and movable inwardly with the coupler, said keys co-operating with a member of the shock absorbing device to limit outward movement thereo In this 5. Ina draft rigging, the combination with draft sills; of rear stop acting means; a shock absorbing device adapted to enga e said means; front stop acting means, t e latter com rising removable keys with which is adapte to engage an end element of the shock absorbing device in draft; means enclosing said shock absorbing device for connecting the same to the coupler; means cooperating with said last-named means adapted to connect aportion of said shock absorbing device with a coupler and actuate said portion of said device in draft; and

means limiting the draft action to less than that of the buff action.

6. In a draft rigging, the combination `with draft sills having rear stop acting means associated therewith; of a friction shock absorbing device including a casing; friction means within the casing, andcush ioning means co-operating with the friction means, said casing co-operating with said stop acting means, said device having an end element at the front thereof engaging the friction means; a yoke member, means operatively connecting said yoke member and a part of said cushioning means, and detachable limiting stop means'mounted on the sills, extendin through said oke member and with whic en ages said rst named element of the shock a sorbing device, said yoke member being movable relatively to said detachable means.

7. In a railway draft rigging, the combination with draft sills having front andrear stop means thereon; of a coupler; a yoke connected to the coupler for movement therewith in both buff and draft; shock absorbing mechanism within the yoke including a friction shell member, friction means cooperating with the shell and movable with respect thereto lengthwise of the mechanism, and front and rearspring resistance elements within the shell opposing movement of the friction means inwardly of the shell, said shell being engaged by sald rear stop means and held against movement thereby during a bung action, and said friction means engaging wit said front stop means and being held against outward movement thereby during a draft action; and spring follower means interposed nation with spaced center sills havin front, rear and intermediate stop means t ereon;

of a coupler; a yoke connected to the coupler for movement therewith in both buff and draft; shock absorbing means within the yoke including a friction shell member and friction means cooperatin with the shell and movable with respect t ereto, and'front and rear spring resistance elements withinthe shell opposin movement of the friction means inward dy thereof, said shell being engaged by sai rear stop means and held against movement thereby during a buiin action, said friction means engaging wit said front stop means and being held against outward movement thereby during a draft action; and spring follower means interposed Y between said front and rear spring resistance elements, said spring follower being movable Y in unison with the yoke in draft and engaging the friction shell to move thesame outwardly and actuate the friction means and front spring resistance in draft, and engaging said intermediate stop to limit the movement of the yoke and coupler to a shorter stroke 'in draft than in buff, said friction means being actuated by the coupler in buil' to move the same relatively to the friction shell and said spring" follower being movable with respect to the friction shell in buff to transmit the actuating force from one spring resistance element to the other.

9.v In a railway draft riggin the'combination with a coupler; of a yo e connected to the coupler for movement in unison therewith in both buff and draft; a shock absorbing mechanism including a friction shell, friction shoes having frictional engagement shell;

means for holding said shell against with the shell, wedge means engaging the shoes and a pair of spring elements opposing relative movement of the friction shoes and shell; means forholdingsaid shell a ainst movement in buff means for holding sald wedge against movement in draft, said wedge being engaged by the coupler in buff and actuated thereby to `effect relative movement of the friction shoes and shell; and spring follower means interposed between said spring elements to transmit the actuating force from one to the other` in buff, said'spring follower bein relatively movable with respect to the friction shell in buff and having shouldered engagement with the shell in draft to actuate the same and effect movement of the shell and bodily imove-V ment of one of said spring elements therewith and relative movement of the shell and fric tion shoes resisted by the other of said spring elements only. y i v AIn witness that I claim theforegoing, I have hereunto subscribed my name this 8th day of February, 1928.

Y HARVEY J LOUNSBURY.

CERTIFICATE or CORRECTION.

Patent No. 1,800,549. Granted April 14, 1931, to

HARVEY J. LOUNSBIIRY.

` It is hereby certified 'that error appears in the printed specification ofthe above numberedpdatent requiring correctionas follows: Page 4, lines 38 and 39, claim 9, strike out the words "shell; means for holding said shell against"; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 26th day of May, A. D. 1931.

M. J. Moore, (Sell) Acting Commissioner of Patents. 

